Rotary motor



Dec. 8, 1942. J. E. GRIFFITH 2,304,405 I RVO'TARY ,IMOTOR' Filed Sept. 30, 1941 5 SheetsS hee" 1 D 8, 1942. J. E. GRIFFITH 2,304,406

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I Patented Dec. 8, 1942 UNITED STATES PATENT OFFICE ROTARY MOTOR James E. Grifilth, Denver, (7010.

Application September 30,1941, Serial No. 412,944

8 Claims.

This invention relates to an internal combustion engine and has for its principal object the provision of a highly efficient construction in which all cranks, connecting rods, and reciprocating pistons will be eliminated and in which the explosion pressures Will act in a continuous tangential direction on the driven member throughout substantially the entire circumfer-- ence of its movement.

Other objects of the invention are to provide continually move in one direction without reversal of movement.

Other objects and advantages reside in the detail construction of the invention, which is designed for simplicity, economy, and efficiency.

These will become more apparent from the following description.

In the following detailed description of the invention reference is had to the accompanying drawings which form a part hereof. Like numerals refer to like partsin all views of the drawings and throughout the description.

In the drawings:

Fig. 1 is an end view of the improved engine as it would appear when employing four power units;

Fig. 2 is a side view thereof;

Fig. 3 is an enlarged longitudinal section through a power unit of the improved engine, taken on the line 3-3, Fig. 1;

Fig. 4 is a cross section therethroughfltaken on the line '4-4, Fig. 3;

Fig. 5 is a detail section, taken on the line 55, Fig. 3, illustrating the type of directional clutch employed in the engine;

Figs. 6 and 7 are detail side views of the valve sleeves employed in the power units;

Figs. 8, 9, l0, and ll arediagrammatic cross sections, taken through the'int'ake and exhaust ports of the two cylinders of apower unit, illustrating the instantaneous relative positions of these ports at four selected phases of operation. In Figs. 8-11, the two left hand views in each figure are sections through the valve ports of the cylinder during a given phase of'operation and the two right hand views are similar sections through the valve ports of the other cylinder of that power unit during the same given phase of operation;

Fig. 12 is a detail section, taken on the line I2-I2, Fig. 3, illustrating the driving gear; and

Fig. 13 is a detail side view of the twin Geneva gear employed in the engine.

The improved engine is built up from a plurality of power units I5 spaced circumferentially around and/or axially along a common power shaft I6, all of which are supported from suitable frames l4. The axis of each power unit is parallel to the axis of the power shaft I6 and the units deliver their power to this shaft through driving gears I! and I8. These gears are journalled about the axis of the shaft I6 at each extremity of the power units I5 on ball bearings 16. The forward rotative effort of the gears I1 and I8 is transmitted to the power shaft by means of sets of directional clutch balls 2|] positioned between inner clutch members H which are secured to the shaft I6, and outer clutch rings 22 which are secured to the gears I l and I8, respectively. The balls 20 ride in diminishing grooves in the -member 2I so that when the gears are rotated clockwise, they will transmit power to the shaft I6 and when either of the gears stops or slows down it will be free from the shaft I6 so that the latter can continue in motion.

As before stated, any number of these power units may be positioned around the periphery of the gears I1 and I8. All are similar to the one which is shown in the detail section of Fig. 3, The power units consist of two cylinders A and B which concentrically surround a hollow stationary manifold shaft 2']. The cylinders A and B face oppositely outward and are closed by means of cylinder heads 23 which are mounted on bearings 28 upon the manifold shaft 21. Each cylinder head carries a ring gear 29 which is in constant mesh with the driving gears I! and I8, respectively. Reverse rotation of the cylinders on the manifold shaft is prevented by means of directional clutch balls I9 (see Fig. 5) which operate between fixed races on the shaft 21 and concentric flanges on the cylinder heads 23.

Cylinder A contains an independently rotatable inner barrel 25 and the cylinder B contains a similar inner barrel 26. The barrels 25 and 26 are mounted on bearings 3I on the manifold shaft 21 and in turn support the cylinders A and B on annular shoulder bearings 32. An outer vane or piston 33 projects inwardly from the cylinder A and a similar outer piston 34 projects inwardly from the cylinder B to a sliding sealing contact with their respective barrels and 26. An inner piston projects outwardly from the barrel 25 and a similar inner piston 36 projects outwardly from the barrel 26 to a sliding, sealing contact with the inner wall of its respective cylinder and cylinder head 23. The two outerpistons are secured in the cylinders and tothe cylinder heads 23 by means of suitable cap screws 23.

The cylinder A is formed with a key lug l2 which extends into a receiving socket in the barrel 26 of the cylinder B. The cylinder B has a similar key lug l3 which connects it with the barrel 25 of the cylinder A. Thus the cylinder A and the barrel 26 of cylinder B move as a unit and the same is true of the cylinder B and the barrel 25 of cylinder A. All elements of the power units l5 rotate counter-clockwise and the power shaft I5 rotates clockwise.

, The inner piston 35 contains an exhaust passage 3'! opening to its rearward face and a similar exhaust passage 38 opening to its forward face. It also contains an intake passage 33 opening to its forward face and a similar intake passage 40 opening to its rearward face. The inner piston 36 contains two intake passages 4| and 32 opening to its rearward and forward faces, respectively. The piston 36 is also provided with two exhaust passages 43 and 44 opening to its forward and rearward faces, respectively. All of these passages communicate through their respective barrels 25 and 26 to the inner face thereof.

The flow of gases through the passages in the barrel 25 is controlled by means of a valve sleeve 45 and the flow through the passages in the barrel 26 is similarly controlled by means of a valve sleeve 46. Both sleeves fit snugly within their respective barrels and are rotated by the movements of the latter through the medium. of internal gears and 49 is such that the valve sleeves rotate in the same direction as the barrels which drive them and at one-half the speed of the barrels.

The valve sleeve 45 is provided with a short exhaust port 5! which registers with the passage 31; a long exhaust port 52, which registers with the passage 38; a short intake port 53, which registers with the passage 39; and a long intake port 54 which registers with the passage 40. The valve sleeve 46 is similarly provided with a long intake port which registers with the intake passage 4!; a short intake port 56, which registers with the intake passage 42; a long exhaust port 51 and a short exhaust port 58 which register with the exhaust passages'43 and 44, respectively of the piston 36.

The ports 5| and 52 open to an exhaust chamber 59 and the ports 53 and 54 open to an intake chamber 66. The ports 55 and 56 open to a second intake chamber 62 and the ports 51 and 58 open to a second exhaust chamber 6!. The intake and exhaust chambers are sealed from each other by means of circular partition plates 63. The intake gases are conveyed to the intake chambers 66 and 62 through an axial intake channel 64 in the manifold shaft 21. The exhaust gases are conducted from the exhaust chambers 59 and 6| through exhaust channels 65 in the manifold shaft leading to each extremity thereof. Suitable openings 66 communicate through the shaft wall between the intake chambers 60 and 62 and the channel 64 and similar openings 1'! communicate between the exhaust chambers 59 and 6| and the exhaust channels 65.

Spark plugs 36 or other ignition devices are positioned in the cylinders A and B, there being one or more spark plugs on each side of the outer pistons 33 and 36 in each cylinder. Current for the ignition is conducted to the spark plugs in any standard manner through any suitable igni- .tion timer (not shown).

The two cylinders A and B rotate together for an'arc of approximately 20 then rotate alternatelyand individually through an arc of approximately 320 and finally rotate again in unison for the remaining 20 to complete the 360 circle.

This is accomplished by mounting a freely rotatable twin Geneva gear on the power shaft I 5. This gear comprises two Geneva gears 67 and 68 mounted on a common hub 69. Anintermittent ring gear 70 is mounted on the cylinder A meshing with the Geneva gear 67 and a similar ring gear ll is similarly mounted on the cylinder B meshing with the Geneva gear 68. Each ring gear has -a segment of gear teeth 12 the remainder being circular and toothless. The circular portions of the ring gears ride in arcuate rests 73 in the Geneva gears and the teeth 72 mesh with intermittent gears "l6 and II, each has four rests 13, the rests in the gear 67 being positioned intermediate the rests in the gear 66.

The result of the gear arrangement is such that when cylinder A is rotating the circular portion of its ring gear is riding in a rest of its Geneva gear so that the latter cannot rotate. The gear segment 12 of the cylinder B is in mesh with the gear segment '54 of its Geneva gear so that cylinder B cannot rotate until A finishes its rotation to bring its gear segment into the Geneva gear. Atv this time both cylinders will rotate together until cylinder B enters its rest to again lock the Geneva gear and stop cylinder A. Suitable collars l5 prevent longitudinal movement of the twin Geneva gear on the shaft I6.

Briefly, the outer and inner pistons in each cylinder alternately move around the circumference of the cylinders in a counter-clockwise direction. Each piston pauses near the top of the circumference while the other piston completes its cycle of movement and as the cycle closes both pistons move together for a short interval to bring the former piston to the top for the next cycle. The intermittent and alternate revolutions of the outer cylinders A and B are communicated to the power shaft 16 through the gears il and 16, respectively, and the directional clutch balls 26 so that the shaft is first rotated by the cyclinder A and then by the cylinder B of all the power units l5 around the shaft.

In Figs. 8-11, inclusive, the simultaneous positions of the various valve sleeve ports are illustrated at each of four separate phases in the cycle of operation. The'two right hand views of each 'figure refer to cylinder B while the two left hand views illustrate the corresponding positions of the pistons in cylinder A.

Referring to Fig. 8. The cylinder A and the connected barrel26 of cylinder 13 are rotating to the left so that the outer piston 33 is moving away from the inner piston 35 in cylinder A and the inner piston 36 is moving away from the outer piston 35 in cylinder B under the force intake passage 39 and exhaust port i has stopped in line with exhaust passage 31 so that, in cylinder A, the gases are being exhausted ahead of the piston 35 and fresh gas is being drawn into the rear thereof.

The next succeeding phase is shown in Fig. 9 in which cylinder A has stopped and barrel is rotating with cylinder B. In cylinder A all ports to the forward face of piston are closed and the fresh gas is being compressed ahead of it. Intake passage in the rear face of the piston has aligned with port 54 so that fresh gas is being drawn into the rear of piston In cylinder B piston 3 is moving forward under the influence of an explosion at its rear face. The exhaust passage 44 has stopped in alignment with the exhaust port 58 so that the burnt gases from the previous explosion are being forced from the cylinder B ahead of piston 34.

In Fig. 10 the next succeeding phase is diagrammatically illustrated in which the gas compressed on. this last phase is being exploded behind piston 33 to rotate cylinder A and the barrel 26 of cylinder B. All ports are closed in cylinder A so that compression of gas for the next explosion is occurring ahead of piston 33. In cylinder 13 intake passage Al is aligned with, and is moving along, intake port while exhaust passage 43 is moving along exhaust port 51. Thus, fresh gas is being. drawn into the rear being exhausted of piston 36 and burnt gas is ahead of it.

In Fig. 11 the final phase of the cycle is diagrammatically illustrated. In this phase, cylinder A is again stationary and cylinder 13 and barrel 25 are rotating. In cylinder A all intake ports are closed and exhaust port 52 is in alignment with exhaust passage 38 in the forward face of piston 35 to allow the burnt gases to be forced from the cylinder. An explosion is occurring to the rear of piston 35. In cylinder B,

intake port 58 has stopped in alignment with intake passage 42 to the front of piston 3t and as piston 34 moves away it is drawing in fresh gas behind it and compressing the gas which was taken in thethird phase ahead of it ready for a repeat of the phase of Fig. 8.

Whichever piston is at the rear of the explosion is prevented from moving backwardly by the directional clutch balls if} so that only the forward piston can move at any given instant. The stationary piston at any compression stroke is prevented from moving forward by the twin Geneva gear 61-458.

It will be noted that the pistons do not act through a complete 360 cycle due to the fact that they cannot overlap or pass the other piston in the same cylinder and to the fact that the key lugs 12 and It cannot pass each other. The result is, each active pistonstarts its stroke at the top and continues around the axis to a point immediately behind the stationary piston in the cylinder, thus completing an arc of substantially 320, At this point the twin Geneva gears rotate together and the remaining momentum of the moving piston carries both pistons and both cylinders forward for approximately 20 which brings the formerly stationary piston to the top position at which time the Geneva gear again locks to stop the rearward piston and to allow the forward one to continue around the arc of Lid substantially 320. The arc given is simply illustrative. It could be increased or decreased to obtain the maximum possible efi'iciency.

While, for convenience of description, the pistons are said to start their strokes at the top of the cylinder, this starting point, however, may be at any desired setting. Thus, if two series of power units are employed along the power shaft, the cylinders of the second series could start their cycles at the bottom thus obtaining an overlapping of the power strokes.

In Fig. 2, only one circumferential series of cylinders is illustrated. The power shaft can be extended, however, to any desired length and additional sets of cylinders may be placed therealong to build up the power desired. Any desired sealing means may be employed for sealing the pistons to the cylinders and any suitable lubricating and ignition devices may be used. The engine is substantially self-cooling due to the rapid rotation of the cylinders and to the cool incoming gas entering into the hollow axis thereof.

While a specific form of the improvement has been described and illustrated herein, it is desired to be understood that the same may be varied, within the scope of the appended claims, without departing from the spirit of the invention.

Having thus described the invention, what is claimed and desired secured by Letters Patent is:

l. A pressure actuated engine comprising: two cylinders in axial alignment with each other; a supporting shaft extending axially through both cylinders; a rotatable barrel surrounding said shaft within each cylinder; an inner piston vane extending outwardly from each barrel to the inner wall of each cylinder; an outer piston vane extending inwardly from each cylinder to its respective barrel; means for causing the barrel of each cylinder to move in unison with the adjacent cylinder; means for alternately holding each cylinder as the adjacent cylinder rotates; ports in each barrel communicating with the cylinder areas before and behind the inner piston vane thereon; means for controlling said ports to alternately introduce fluid under pressure and thence to exhaust said fluid from between the inner and outer piston vanes of the respective cylinders.

2. A pressure actuated engine comprising: two cylinders in axial alignment with each other; a supporting shaft extending axially through both cylinders; a rotatable barrel surrounding said shaft within each cylinder; an inner piston vane extending outwardly from each barrel to the inner wall of each cylinder; an outer piston vane extending inwardly from each cylinder to its respective barrel; means for causing the barrel of each cylinder to move in unison with the adjacent cylinder; means for alternately holding each cylinder as the adjacent cylinder rotates; ports in each barrel communicating with the cylinder areas before and behind the inner piston vane thereon; a valve sleeve concentrically rotatable within each barrel; ports in said valve sleeve positioned to register with the ports in said barrel at predetermined relative positions of the two to alternately introduce fluid under pressure and thence to exhaust said fluid from between the inner and outer piston vanes of the respective cylinders; and means for rotating the valve sleeve difierentially of the rotation of its respective barrel to obtain the desired valve timing.

3. A pressure actuated engine comprising; two

cylinders in axial alignment with each other; a, supporting shaft extending axially through both cylinders; a rotatable barrel surrounding said shaft within each cylinder; an inner piston vane extending outwardly from each barrel to the inner wall of each cylinder; an outer piston vane extending inwardly from each cylinder to its respective barrel; means for causing the barrel of each cylinder to move in unison with the adjacent cylinder; means ior alternately holding each cylinder as the adjacent cylinder rotates; and a passagein said supporting shaft for conveying a fluid under pressure alternately to the cylinders between the inner and outer piston vanes thereof; and means for exhausting the fluid from between the vanes at predetermined intervals.

4. A pressure actuated engine comprising: two cylinders in axial alignment with each other; a supporting shaft extending axially through both cylinders; a rotatable barrel surrounding said shaft within each cylinder; an inner piston vane extending outwardly from each barrel to the inner wall of each cylinder; an outer piston vane extending inwardly from each cylinder to its respective barrel; means for causing the barrel of each cylinder to move in unison with the adjacent cylinder; means for alternately holding each cylinder as the adjacent cylinder rotates; ports in each barrel communicating with the cylinder areas before and behind the inner piston vane thereon; a valve sleeve concentrically rotatable within each barrel; ports in said valve sleeve positioned to register with the ports in said barrel at predetermined relative positions of the two to alternately introduce a fluid under pressure and thence to exhaust said fluid from between the inner and outer piston vanes of the respective cylinders; means for rotating the valve sleeve difierentially of the rotation of its respective barrel to obtain the desired valve timing; and a passage in said supporting shai't for conveying a source of pressure to the interior of said valve sleeve.

5. A pressure actuated engine comprising: two cylinders in axial alignment with each other; a supporting shaft extending axially through both cylinders; a rotatable barrel surrounding said shaft within each cylinder; an inner piston vane extending outwardly from each barrel to the inner Wall of each cylinder; an outer piston vane extending inwardly from each cylinder to its respective barrel; means for causing the barrel of each cylinder to move in unison with the adjacent cylinder; means for alternately holding each cylinder as the adjacent cylinder rotates; ports in each barrel communicating with the cylinder areas before and behind the inner piston vane thereon; a valve sleeve concentrically rotatable within each barrel; ports in said valve sleeve positioned to register with the ports in said barrel at predetermined relative positions of the two to alternately introduce a fluid under pressure and thence to exhaust said fluid from between the inner and outer piston vanes of the respective cylinders; a first internal ring gear in each 01 said barrels; a second internal ring gear in each of said valve sleeves; and planet gears supported from said shaft, each of said planet gears conisting of a large external gear meshing with the first internal ring gear and a smaller external gear meshing with the second ring gear of its respective cylinder to rotate said valve sleev in the same direction and at a slower speed than its respective barrel.

6. A pressure actuated engine comprising: a power shaft; a pluralityof power units positioned circumferentially around said power shaft; a pair of axially aligned cylinders in each power unit having their axes parallel to said power shaft; a rotatable barrel concentrically positioned within each cylinder; an inner piston vane extending outwardly from each barrel to the inner wall of each cylinder; an outer piston vane extending inwardly from each cylinder to its respective barrel; means for causing the barrel of each cylinder to move in unison with the adjacent cylinder; means for alternately holding each cylinder as the adjacent cylinder rotates; means for alternately creating a pressure between the inner and outer piston vanes of the respective cylinders; a drive gear on each cylinder of each power unit; driven gears on the power shaft meshing with said drive gears; and means for allowing each cylinder to alternately come to rest while the power shaft continues to rotate under the influence of the other cylinders.

'7. A pressure actuated engine comprising: two cylinders in axial alignment with each other; a supporting shaft extending axially through both cylinders; a rotatable barrel surrounding said shaft within each cylinder; an inner piston vane extending outwardly from each barrel to the inner wall of each cylinder; an outer piston vane extending inwardly from each cylinder to its respective barrel; means for causing the barrel of each cylinder to move in unison with the adjacent cylinder; means for alternately holding each cylinder as the adjacent cylinder rotates; means for introducing an explosive gas into said cylinders at predetermined times; and a passage in said supporting shaft for conveying exhaust gases from the cylinders.

8. A pressure actuated engine comprising: two cylinders in axial alignment with each other; a supporting shaft extending axially through both cylinders; a rotatable barrel surrounding said shaft within each cylinder; an inner piston vane extending outwardly from each barrel to the inner wall of each cylinder; an outer piston vane extending inwardly from each cylinder to its respective barrel; means for causing the barrel of each cylinder to move in unison with the adjacent cylinder; means for alternately holding each cylinder as the adjacent cylinder rotates; means for causing each cylinder and its respective barrel to rotate in unison for a predetermined interval; ports communicating with the cylinder areas before and behind the inner piston vane thereon; means for controlling said ports to alternately introduce fluid under pressure and thence exhaust said fluid from between the inner and outer piston vanes of the respective cylinders.

I JAMES E. GRIFFITH. 

